Railway truck anchor device



P 1958 J. c. TRAVILLA ETAL 2,852,248

' RAILWAY TRUCK ANCHOR DEVICE Filed Feb. 10, 1954 ii" X IN VEN TOR5 FIG.5

United States Patent RAILWAY TRUCK ANCHOR DEVICE James C. Travilla, University City, and Richard L. Lich,

St. Louis, Mo., assignors to General Steel Castings Corporation, Granite City, Ill., a corporation of Delaware Application February 10, 1954, Serial No. 409,416 13 Claims. (Cl. 26767) The invention relates to railway rolling stock and more particularly to the connections between relatively movable railway truck parts, such as a truck frame and bolster, which should be held in predetermined spaced relation to each other lengthwise of the truck but have movements relative to each other transversely and vertically of the truck under conditions which require that the relative movement be controlled or limited in direction and extent. An anchoring device of the general type to Which the present invention relates is illustrated in J. C. Travilla Patent No. 2,369,991, issued February 20, 1945.

It is an object of the present invention to connect the ends of an elongated anchor to the truck parts so that the anchor while serving as a strut or link to transmit bufling and draft forces between the truck parts will accommodate movement of the parts relative to each other transversely of the longitudinal axis of the anchor and, during such movement, develop controllable friction between associated elements and particularly between the truck parts and the anchor members, snubbing the relative movement of the truck parts. Such frictional snubbing action may be developed to an extent which will avoid the necessity of using shock absorbers or other snubbing devices between the interconnected truck parts as has been customary and it is a further object of the invention to simplify and reduce the cost of the truck structure accordingly.

In the accompanying drawings illustrating the invention:

Figure l is a side elevation of a railway four wheel truck in which the truck side frame and bolster are connected by an anchor embodying the present invention.

Figure 2 is a detailed top view and horizontal section of the anchor and associated truck frame and bolster structure shown in Figure 1 and drawn to an enlarged scale.

Figure 3 is a detailed section of one end of the anchor shown in Figure 2 with the anchor arm inclined from its normal position and the other parts shifted accordingly.

Figure 4 corresponds generally to Figure 3 but illustrates another form of the invention.

Figure 5 corresponds to Figure 4 but illustrates another form of the invention.

Figure 6 corresponds to Figures 4 and 5 but illustrates another form of the invention.

Figure 7 illustrates another form of the invention in which one end of the anchor is similar to the ends as shown in Figure 2, while the other end has the rubber pad and ball and socket in reverse location relative to the associated truck part flange.

The truck shown in Figures 1-3 comprises the usual wheels 1, axles 2, journal boxes 3, equalizers 4, equalizer springs 5, and a truck frame supported on springs 5, and comprising wheel pieces 6 with depending pedestal legs 7 and 8 slidably receiving between them journal boxes 3.

Hangers 9, suspended from the brackets 10 on each of 2,852,248 Patented Sept. 16, 1958 the truck frame wheel pieces, swing transversely of the truck and, at their lower ends, carry a cross bar 11 which supports one end of a spring plank 12 mounting upright coil springs 13 which support the load-carrying bolster B.

All of the above-mentioned parts are in general use 'and it will be understood that bolster springs 13 deflect vertically and transversely of the truck to yield to vertical shocks and to relatively small lateral shocks applied to the truck and bolster. Larger lateral shocks are accommodated by the swinging of hangers 9.

T 0 hold the bolster and truck frame against substantial relative movement longitudinally of the truck, there is provided an anchor device including a bolt 14, received in a tube 15 which is shorter than the bolt and forms therewith an elongated arm, having at its ends flanges 16 welded to the tube at W and opposing upright transverse webs 17 on brackets 18 and 19 on the truck frame and bolster, respectively. A rubber pad 20 is placed between each flange 16 and the adjacent web 17 and preferably one or more shims 21 are used to effect desired spacing of the bolster and truck frame and desired precompression of the pad material.

A socket element 22 slidably engages the other face of each web 17 and seats a ball segment 23. Preferably one or more shims 24 are placed between ball segment 23 and the bolt head 14a.

Flange 16, pad 20 and ball segment 23 closely surround bolt 14 and move with it transversely of the normal axis X of bolt 14 when springs 13 deflect vertically or transversely of the truck or when the bolster moves trans versely of the truck due to swing hanger action and the bolt shifts fromthe position shown in Figure 2 to a position shown in Figure 3. Socket pad 22, however, has a large central opening and is movable relative to bolt 14 transversely of axis X, as is indicated in Figure 3. Preferably pad 20 has an annular lip 25 filling the space between bolt 14 and the periphery of the opening therefor in web 17. The material of the lip may distort to accommodate inclination of bolt 14 from its normal position but maintains the bolt centered in the web aperture.

The arrangement described requires sliding movement of socket member 22 over the surface of web 17 whenever the arm is inclined from its normal position and the friction between socket pad 22 and web 17, together with the friction between socket member 22 and ball segment 23, will snub the relative movement of the bolster and truck frame transversely of the arm axis. Preferably the pad and ball and socket arrangement is duplicated at each end of the arm and nuts 26 on the other end of the bolt provide means for adjusting the pressure of pads 20 and 22 on the webs clamped between them.

To avoid undue wear in the parts sliding over each other, it is preferred to form such parts of different materials. For example, if the ball element 23 is of ferrous metal, the socket element 22 is preferably of material such as is generally used for lining brake drums or, discs, one type of which is sold under the trade name Thermoid. Other combinations of ferrous and non-ferrous materials may be used. The bearing element sliding over the truck part bracket should be of non-ferrous material for the best results.

Figure 4 illustrates another form of the invention corresponding in all respects to that previously described,

- seating the outer periphery of pad 30. This arrangement i t i avoids the compressive distortionof a rubber lip between the bolt and the web but increasesthe resistance to the movement of socket pad 32 over the bracket web 27 due to .the greater pressure exerted by pad 30 as socket pad 32 rides up the inclined surface of the web.

Figure 5 illustrates 'another form ofitheinvention cor responding; generally to the arrangement shown in- Figures 1, 2. and'ii exceptthat a pad 4J9tof rubber=like ma terial, and a backing flange-4.6, is positioned betWeenQ-the rear of the ball segment 43 and thebolthead 44a.

Figure 6 illustrates. another. form; of: the invention. in which the single. yielding pad 50, between the frameweh 55; and the. anchor flange? 56, is. bonded to. steel plates 57, having flanges 58 and 59 respectively, to. engage the. aperture. in. web 55. and; to. surround; the. bolt 54; thus centering the anchoring device. about the. bracket web. aperture.

Figure 2 showsa rubber pad 2.0 between each end of spacer tube 15 and the associated truck part flange. 17 and a ball socket pad 22 andball segment 23 onthe other side of each truck part flange 17. This provides an. anchor which is. alwaysrigid; longitudinally in tension and rigid in, other directions until precompression of: rubber pads 20, is exceeded,

n F d, t thesar e ar angement; of r bb p 40.. between the spacer tube and the associated truck part an e and aw ng ar a ement of. all a d. socke an bbe Pad; ot er. side i t e, ssoc a ed flange s. used tb ih. .9 51 tt e ncho the ch r i ha e e same longitudinal flexibility as the conventional anphorin both re tiqe fter nresompress on. o pa s. .0. an s aeesls g igu e stiawsa arr n ement n. which ne. nd; t the a cho s. rqr e w th. a bber a 9 b ween nas ime. ..and the as oc at d t uck. p r an e. s n q s ei i h a ba s at @3. an bal se ment n. t hane? 9f; the. an e hi 9IIQ P9Q att e. r emen hawn Fi ure The e he and. f he anchor'is provided; with a; ball segment 55 and ball seat 66 be we n t. spac r are kinda q 'iate i ra hea- 2 a e an s n fiti w 1 he at 6 he. ut de 9 the ra e Pa t an his r d an. anchor" arrangement which. is half as fl eixi ble longitudinally in both directions as a conventional anchor' aften p s nc Pa 3 n 5 is, nta led-i" a h f c hen qn' i i e asten 51w. din in a t e er efin -tir pr ne' e tional' sliding betwee elements'of the an cl1or and at... ments of'thetruck tram la .bol ster, toilwhich th is connected. snubb g actinn results clination of the anchor vi is due to verticat oscilla tion or. lateral deflection. I to both vertical oscillationand; la springs. This 'snubbing action a aze the. necessity, of separate snubbing: devicesrwhich have; been generally utilized and frequently. duplicated. inthe same truckv to control vertical and lateral movement's, respectively.

The snubbing action or frictional sliding action of the non-ferrous. socket pads, relative to an associatedpart whenv the anchor mDVes to an inclinedeither vertical oscillation or lateral de v bolster springs or both,.iS cushioned by the rubber-pad p u e T nili). bee nm when liia ac sh n nan s. W thers, ine-bes tassd ar ously, there has been no correspondingf y snubbing action.

Obviously trucks having anchor arrangements as d i s e. bol t r springs. or is due closed above are less. expensive than the conventional type h q ir ara e s hhi e de is s, q centra "Fm; cal oscillations and lateral. deflections of the. bolster, springs.

will e un r too t the ae hs iaa he o t t e. truck. ranc s iistteti net er e er.

P t h a e e mine he i ter and; qaa e. st ame an in est was. c nteen posed transversely of the truck frame to limit relative lateral movement of main truck parts while accommodating their relatively vertical movement.

The details of the invention may be varied other than as shown without departing from the spirit of the invention and the exclusive use of those modifications coming within the scope of the claims is contemplated.

What is claiincd is? 1 In a device for. anchoring one. railway truck part tofanother relativelymovable truck part, an elongated arr n, clamping strirct lres at an. endof said arm for connecting the device to a truck part, at least one of said structu res i ncludin g' a member-with a truck part-engaging face extending transversely of the. arm andfbeing substantially immovable transversely of the arm but constructed to accommodate inclination of the arm to said member, the other of said structures having a member with a truck part. engaging. face, extendingtransverselyot the arm and being adapted normally.toslide over the truckpart and being. movable. transversely. of the arm relative-'- to the first-mentioned member'when. the armis inclined to the truck part, at least one of the clamping structuresincludes a bea ging for, the truck part-engagingmember. comprisingrigid ball and socket surfaces, one of said surfaces being. of; ferrous metal and. the otherof said surfaces being of non-ferrous material.

2; An anchoring device. asdescribcd in claim 1 in which the first-mentioned member is of rubber-like material and IhQSQQQnd-rnentio-ned member. is of non-ferrous material.

3, An anchor device for, connecting relatively movable trfticlcpar ts, comprising an elongated arm, and truck part clamping structures spaced apart; at amend of the arm, l m n tructu e. n d g truck p r pp member fi tmedi of i$ 9 ah1e ubbe i te held against movement transversely of the arm, the associated clamping structure including members of non-dis tortable material normally slidable over each other transverse ly of the arm and at least one of'which is movable transverselyf of the arm, the member of distortable matcrial having. its truck part-opposing face presented q iai ihe diae t r he rm- 4.. anchor. device as. described inclaim 3 in which another element of distortable material yieldingly holds the members of non-distortable material, which are. slid; ble ev a h. he asaiastmq emw r s h a jacent end of the arm.

A ant e de e as destined n claim 3 n hi h se i etl am in uct r r P ev ew t ath 451 of thearm and the member of; distortablernaterialin each P ir jq amri g. tr ctur s h s; n ru k P n Opposing face presented towards. the adjacentend of the arm, and the members of non-distortable material; in. each pair of clamping structures are held against movement towards the adjacent end of the arm, whereby movement of the truck parts away from. each other is prevented and movement towards each other is prevented up to the point where precompression of the distortable material is ex; ceeded.

6. An anchor device as described in claim 3. in which associated clamping structures are provided at each end of'the arm and the member of distortable matq ialineach P i q amn a t ures ha t t c pa t pp in face presented towards the adjacent end, a; the arm, and at least one of the. opposing clamping structures is 'provided with an elementof distorta'ble material yieldingly limiting the movementof the truclcpart engaging members the. associated: clamping, structures are provided ateach endof; the. arm; and; the member of; distortable material:

in one of; said; structures. has itstruckpart opposing face P esen ed wan s. he adjacent; a d at he rm, and. th

member of distortaable material in the structure at the other end of the arm has its truck part opposing face presented away from the adjacent end of the arm.

8. In combination in a railway truck having relatively movable main parts and an elongated anchor device with structures at its ends clamping said parts respectively and adapted to transmit thrust and pull lengthwise of the anchor device between the parts, the structure clamping at least one of the parts including a member in frictional slidable engagement with the associated truck part and movable bodily transversely of the axis of the anchor device when the latter is tilted by the relative movement of the truck parts transversely of said axis, at least one of the clamping structure members in sliding engagement with the truck part being of non-ferrous material, there being a bearing for the same seated on the elongated arm comprising ball and socket surfaces, one of said surfaces being of ferrous metal and the other of said surfaces being of non-ferrous material, and the other clamping structure being held against movement transversely of the axis of the anchor.

9. In combination in a railway truck having relatively movable main parts and an elongated anchor device with structures at its ends clamping said parts respectively and adapted to transmit thrust and pull lengthwise of the anchor device between the parts, the structure clamping at least one of the parts including a member in frictional slidable engagement with the associated truck part and movable bodily transversely of the axis of the anchor device when the latter is tilted by the relative movement of the truck parts transversely of said axis, the opposing faces of the truck part and the clamping structure member slidably engaging the same being in convex-concave relation.

10. An elongated anchor for connecting two railway vehicle truck parts which move relative to each other transversely of the longitudinal axis of the anchor comprising an elongated arm, clamping structures at an end of the arm spaced apart lengthwise of said axis to receive a truck part between them, one of said clamping structures including a member centered on the arm and a truck part-engageable member slidable over the first mentioned member transversely'of said axis when the arm axis is inclined from its normal position.

11. An anchor according to claim 10 in which the two members slidable over each other have concave-convex opposing faces.

12. An elongated anchor for connecting two railway vehicle truck parts which move relative to each other transversely of the longitudinal axis of the anchor comprising a rigid elongated arm, a pair of clamping structures at each end of the arm spaced apart lengthwise of said axis to receive a truck part between them, each one of said pairs of clamping structures including a member immovable lengthwise of the arm and relative to the other end of the arm and centered on the arm and a truck partengageable member slidable over the first mentioned member transversely of said axis when the arm axis is inclined from its normal position.

13. An anchor according to claim 12 in which the two members slidable over each other have concave-convex opposing faces.

References Cited in the file of this patent UNITED STATES PATENTS 1,656,508 Claus Jan. 17, 1928 2,252,789 VanDorn Aug. 19, 1941 2,319,606 Krautheim May 18, 1943 2,355,104 Pfiager Aug. 8, 1944 2,369,991 Travilla Feb, 20, 1945 2,746,744 Blattner May 22, 1956 FOREIGN PATENTS 561,393 Germany Feb. 6, 1931 690,752 Germany May 6, 1940 

